Traffic Impact Statement for the proposed development of a leisure and cultural village on Farm Moila 412-Jo, Village, North West Province

Compiled by: Surina Laurie (CSIR) Tel: 021 888 2561 Date: 19 December 2017

Contents

TRAFFIC IMPACT STATEMENT 2

1. INTRODUCTION 2 2. APPROACH AND METHODOLOGY 2 3. AFFECTED ENVIRONMENT 3 4. IDENTIFICATION OF IMPACTS 9 5. ASSESSMENT OF IMPACTS AND IDENTIFICATION OF MANAGEMENT ACTIONS 9 6. TRAFFIC IMPACT STATEMENT 14

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TRAFFIC IMPACT STATEMENT

1. INTRODUCTION

Makadima Leisure and Cultural Village is a project proposed by Makadima Leisure and Cultural Village 101 (Pty) Ltd that will be based in Dinokana Village, outside of , in Ngaka Modiri District, North West Province. The Makadima Leisure and Cultural Village aims to showcase the culture of different tribes found in the North West Province and is proposed on the Moiloa Farm 412-JO. The farm portion is 85 hectares in extent. The project aims to employ 20 permanent and 50 temporary staff, who will be from the surrounding Dinokana Village.

During the Public Participation Process undertaken at the commencement of this project, the South African National Roads Agency (SANRAL) requested that due to the proximity of the proposed development to the , a traffic impact study/report should be submitted for consideration. This Traffic Impact Statement (TIS) has been compiled by the CSIR in support of this request.

1.1 Terms of Reference

The key issues associated with the construction and operational phases of the project that will be assessed as part of the traffic assessment are:

. Increase in traffic generation throughout the lifetime of the project; . Decrease in air quality; and . Increase in road maintenance required. 1.2 Assumptions

The assessment has been based on the traffic information available at this stage of the project.

2. APPROACH AND METHODOLOGY

2.1 Objectives

. Determine the current traffic conditions in sufficient detail so that there is a baseline against which impacts can be identified and measured; . Identify potential impacts and cumulative impacts that may occur during the construction and operational phases of development; . Determine mitigation and/or management measures which could be implemented to as far as possible reduce the effect of negative impacts and enhance the effect of positive impacts; and . Incorporate and address all issues and concerns raised by Interested and Affected Parties (I&APs) and the public (if applicable). 2.2 Methodology

The key steps followed in this assessment are:

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. Review of available desktop information, including the SANRAL National traffic count information, google earth images; and . Incorporating the project information received with the desktop information obtained and the determination of appropriate mitigation measures.

3. AFFECTED ENVIRONMENT

The location of the project, the main road and the main access road are shown in Figure 1. The proposed project site can be accessed via an existing access road that intersects with a T- intersection with the N4 at (25°26'36.05"S; 25°51'17.58"E). The existing road is ± 12 m wide and has two lanes. The National Road 4 (N4) is routed from Skilpadshek on the border, past Rustenburg, Pretoria, Witbank and Nelspruit to Kompatiepoort at the border of Mosambique1. This section of the N4 comprises of two lanes, one lane routes to Zeerust and the opposite lane to the Skilpadshek border. Two traffic counts, available from 2016 SANRAL data show that at point 1651, “Bakwena Dinokana”, and point 1641, “Bakwena Radikhudu”, that the Average Daily Traffic (ADT) is 3989 and 1000, and the Annual Average Daily Truck Traffic (ADTT) is 524 and 388, respectively. These points are also shown in Figure 1.

A photo plate is included (Photo 1-4) to show the intersection of the N4 with the existing access road and the current condition of the roads.

1 Falkner, John (May 2012). South African Numbered Route Description and Destination Analysis (Report). National Department of Transport. pp. 16–17

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Figure 1. Project locality and existing roads and traffic information available for the site.

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Photo 1: Entrance of the site taken from the existing access road

Photo 2: Photo showing the typical condition of the existing access road

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Photo 3: T-intersection of the access road and the N4, taken in an northern direction

Photo 4: Intersection between the N4 and the access road, taken in a southern direction

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Photo 14. 5: Photo of the turn-off on the N4 in the direction of Zeerust

Photo 14. 6: Photo of the turn-off on the N4 taken in the direction of the Skilpadshek border

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3.1 Transport Information

Materials and equipment transported to the site comprise of:

. Building materials (concrete aggregates, cement and gravel); and . Construction equipment such as piling rigs and cranes. The general current limitations on road freight transport are:

. Axle load limitation of 7,7 ton front axle, 9 t on single rear axles; . Axle unit limitations are 18 t for dual axle unit and 24 t for 3 axle unit; . Gross vehicle mass of 56 t. This means a typical payload of about 30 t; . Maximum vehicle length of 22 m for interlink, 18,5 m for horse and trailer and 13,5 m for a single unit; . Width limit of 2,6 m; and . Height limit 4,3m. Abnormal permits are required for vehicles exceeding these limits. It is however not anticipated that abnormal vehicles would be required for this development.

3.2 Traffic generation

The traffic generation estimates detailed below have been provided by the Applicant. During all phases (construction and operation) of the project, traffic will be generated. The highest traffic volumes will be created during the construction phase. This includes activities associated with:

. Site preparation and transporting the construction materials, and associated infrastructure to the site; and . Transportation of employees to and from the site on a daily basis. Construction Phase:

During the construction phase, the following is anticipated:

 The construction period take 5 to 7 months, during this period, it is anticipated that the following will come to site on a daily basis:

o 10 tipper trucks;

o 2 front end loaders;

o 2 excavators;

o 2 graders; and

o 2 normal vehicles.

Based on the above, it is estimated that the number of vehicles trips during the construction phase would be between 2 070 and 2 898. These trips would be made over an estimated period of 5 to 7 months. In the worst case, the number of heavy vehicle trips per day for each facility would be in the order of 12 trips.

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Operational Phase:

During the operational phase, the following is anticipated:

 Normal daily operations: minimum of 10 to a maximum of 20 normal vehicles; and

 Special events: minimum of 100 to maximum of 150 normal vehicles.

Decommissioning Phase:

At this stage, it is not anticipated that the proposed project will cease to be utilised and all infrastructure removed from site therefore, this phase was not considered as part of the TIS.

4. IDENTIFICATION OF IMPACTS

The traffic impacts that will be generated by the proposed facility are detailed below. The impacts will largely occur during the construction phase of the project, since this is when the highest amount of traffic will be generated by the proposed facility (refer to Section 3).

The impacts identified and further assessed are:

1. Increase in traffic generation.

2. Accidents with pedestrians, animals and other drivers on the surrounding tarred roads.

3. Impact on air quality due to dust generation, noise and release of air pollutants from vehicles and construction equipment.

5. ASSESSMENT OF IMPACTS AND IDENTIFICATION OF MANAGEMENT ACTIONS

This section assesses the significance of the impacts identified in Section 4. Appropriate mitigation and management measures to reduce the significance of the negative impacts and promote the positive impacts have been included in the draft EMPr.

5.1 Increase traffic generation

As discussed in Section 4 of this report, conventional trucks and conventional heavy vehicles transporting loads will need to come to site to deliver the infrastructure required for the development. At worst, during the construction phase, 12 vehicles would need to come to site daily. The impact of this on the general traffic would be negligible as the additional peak hour traffic would be at most 2 trips.

Significance of impacts without mitigation

Although the construction phase would have the greatest impact on traffic generated by the proposed development, the increase in traffic will only result in an addition of 2 trips during peak hour traffic (worst case scenario). Based on the traffic counts discussed in Section 3 of this Chapter, the ADT for this area is between 3989 and 1000 (depending on the direction of the traffic) vehicles. The R27 is designed for 1000 units per day and therefore, the additional traffic generated during the construction phase will have a low negative impact.

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The operational phase will have a lower traffic generation since only the personnel permanently employed on site and tourists will come daily to site daily. It is not expected that this would exceed 20 rips per day. Although, during special events this amount may increase to up to 150 vehicles. This negative impact would be very low.

Proposed mitigation

Even though the traffic generated would not be significant, the following requirements should still be met by the developer during the construction and decommissioning phases:

. Should abnormal loads have to be transported by road to the site, a permit needs to be obtained. . Ensure that roadworthy and safety standards are implemented at all time for all construction vehicles; and . Plan trips so that it occurs during the day but avoid construction vehicles movement on the N4 during peak time (06:00-10:00 and 16:00-20:00); . A speed limit of 60 km/h should be maintained on the N4. Requirements to be met during the operational phase:

. Ensure that where possible, staff members carpool to site. 5.2 Accidents with pedestrians, animals and other drivers on the surrounding tarred/gravel roads.

During all phases of this project, vehicles will need to access the site. There is the potential that should vehicles not indicate soon enough that they are turning off from the N4, an accident can occur. In addition, not adhering to the relevant speed limits may cause accidents with other drivers and collisions with animals.

Significance of impacts without mitigation

The significance of causing an accident with pedestrians, animals and other drivers would have a high negative impact significance since the probability of the impact occurring would be highly probable and could be fatal and therefore would cause irreplaceable loss.

Proposed mitigation

. Adhere to speed limits applicable to all roads used; and . Implement clear and visible signalisation indicating movement of vehicles and when turning off or onto the N4 and the existing access road to ensure safe entry and exit. Significance of impact with mitigation

By implementing the abovementioned mitigation measures the probability of the impact occurring would be lowered significantly which would reduce the significance of the impact to medium negative impact.

5.3 Impact on air quality due to dust generation, noise and release of air pollutants from vehicles and construction equipment

Nature of the impact

During all the phases of the project, there will be a decrease in air quality due to the noise created by and pollutants released from vehicles coming to site during all phases of the projects, construction activities

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occurring on site and dust created. Since the site is located in a rural setting, the extent of the impact would remain local.

Significance of impacts without mitigation

As discussed above, the decrease in air quality would be local in extent. The worst case scenario for impacts on air quality is that that construction activities occur throughout very windy conditions and during the night-time. This negative impact would be medium, without mitigation.

Proposed mitigation

. Implement management strategies for dust generation e.g. apply dust suppressant on exposed areas and stockpiles; . Postpone or reduce dust-generating activities during periods with strong wind; . Limit noisy maintenance/operational activities to daytime only; . Earthworks may need to be rescheduled or the frequency of application of dust control/suppressant increased; . Ensure that all construction vehicles are roadworthy and respect the vehicle safety standards implemented by the Applicant; and . Avoid using old and noisy construction equipment and ensure equipment is well maintained. Significance of impact with mitigation

With the implementation of the mitigation measures detailed above, the probability of noise emissions and dust realised would be lowered and the impact would be of a low significance.

5.4 Cumulative impact of traffic generation

At this stage, it is not known that any similar developments are proposed within the area and the addition of the traffic generated by this project is not deemed to be significant (as outlined within this Section of the TIS).

Significance of cumulative impacts

It is assumed that the mitigation measures discussed in this Section 5 of this TIS and included in Table 1 below are implemented, that the traffic generation impacts would be suitably managed to ensure that the impacts are suitably managed. Based on this, the cumulative negative impact is low.

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Table 14. 1. Traffic Impact Assessment Table

Significance of Impact/Risk

= Consequence x Probability

Ranking of Confidence Mitigation Measures Impact/ Status Level Duration Risk

Probability Without With

Reversibility

Consequence

Spatial Extent Spatial Irreplaceability

Nature of impact of Nature Mitigation Mitigation Aspect/Impact Pathway Aspect/Impact

CONSTRUCTION AND DECOMMISSIONING PHASES

 Should abnormal loads have to be transported by road to the site, a permit needs to be obtained.  Ensure that roadworthy and safety standards are implemented at all time for all construction vehicles; and Low Low Increase in traffic Negative Regional Short term Moderate Very likely Yes Replaceable  Plan trips so that it occurs during the day but avoid 4 Medium construction vehicles movement on the N4 during peak time (06:00-10:00 and 16:00-20:00);  A speed limit of 60 km/h should be maintained on the N4.

 Adhere to speed limits applicable to all roads used; and  Implement clear and visible signalisation indicating movement Accidents with of vehicles and when turning off or onto the N4 and the existing pedestrians, animals and access road to ensure safe entry and exit. High Moderate other drivers on the Negative Local Long term Extreme Likely No High irreplaceability 3 Medium surrounding Traffic generation tarred/gravel roads

 Implement management strategies for dust generation e.g. apply dust suppressant on exposed areas and stockpiles;  Postpone or reduce dust-generating activities during periods Impact on air quality due with strong wind; to dust generation, noise  Limit noisy maintenance/operational activities to daytime only; and release of air Low Moderate pollutants from vehicles Negative Local Medium term Moderate Unlikely Yes Replaceable  Earthworks may need to be rescheduled or the frequency of 4 Medium

and construction application of dust control/suppressant increased; equipment  Ensure that all construction vehicles are roadworthy and respect the vehicle safety standards implemented by the Applicant; and  Avoid using old and noisy construction equipment and ensure

equipment is well maintained.

Significance of Impact/Risk

= Consequence x Probability

Ranking of Confidence Mitigation Measures Impact/ Status Level

Duration Risk

Probability

Reversibility

Consequence

Spatial Extent Spatial

Irreplaceability Nature of impact of Nature

Without With Aspect/Impact Pathway Aspect/Impact Mitigation Mitigation

OPERATIONAL PHASE

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 Ensure that roadworthy and safety standards are implemented at all time for all construction vehicles; and  Plan trips so that it occurs during the day but avoid Very low Very low Increase in traffic Negative Regional Short term Slight Very likely High Replaceable construction vehicles movement on the N4 during peak time 5 Medium (06:00-10:00 and 16:00-20:00);

 A speed limit of 60 km/h should be maintained on the N4. 

 Adhere to speed limits applicable to all roads used; and Accidents with  Implement clear and visible signalisation indicating movement pedestrians, animals and High Moderate of vehicles and when turning off or onto the N4 and the existing other drivers on the Negative Local Long term Extreme Likely No High irreplaceability 3 Medium access road to ensure safe entry and exit. surrounding tarred/gravel roads Traffic generation

 Implement management strategies for dust generation e.g. apply dust suppressant on exposed areas and stockpiles;  Postpone or reduce dust-generating activities during periods Impact on air quality due with strong wind; to dust generation, noise  Limit noisy maintenance/operational activities to daytime only; and release of air Moderate Low pollutants from vehicles Negative Local Medium term Moderate Unlikely Yes Replaceable  Earthworks may need to be rescheduled or the frequency of 4 Medium and construction application of dust control/suppressant increased; equipment  Ensure that all construction vehicles are roadworthy and respect the vehicle safety standards implemented by the Applicant; and  Avoid using old and noisy construction equipment and ensure equipment is well maintained. CUMULATIVE IMPACTS

n/a Low Low Traffic generation Increase in traffic Negative Regional Long term Moderate Very likely High Replaceable 4 Medium

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6. TRAFFIC IMPACT STATEMENT

Based on the assessment of the potential impacts that can be associated with the traffic to be generated during the construction and operation the project, the overall impact from traffic generation is deemed to be low when implementing suitable mitigation measures, discussed in Section 4 of this Statement. The highest traffic will be generated during the construction phase.

The measures included within the EMPr must be adhered to, with the main requirements outlined below:

. Should abnormal loads have to be transported by road to the site, a permit needs to be obtained. . Ensure that roadworthy and safety standards are implemented at all time for all construction. . Adhere to all speed limits applicable to all roads used. . Implement clear and visible signalisation indicating movement of vehicles and when turning off or onto the roads to ensure safe entry and exit. . Implement management strategies for dust generation e.g. apply dust suppressant on the exposed areas and stockpiles.

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